Suspension of automobiles and like vehicles



March 14, 1939. 3, w, BELL 2,150,576

SUSPENSION 0F AUTOMOBILES AND LIKE VEHICLES Filed April 20, 1936 9Sheets-Sheet 1 Y I .26 4e .9 j as I v I .93 ll 47 22 2.; 4 7 .1 I q 92 ZY i 9 l5 1 20 6' 4 I March 14, 1939. 3., w L 2,150,576

SUSPENSION OF AUTOMOBILES AND LIKE VEHICLES Filed April 20, 1936 9Sheets-Sheet 2 March 14, 1939; G B LL 2,150,576

SUSPENSION OF AUTOMOBILES RND LIKE VEHICLES Filed April 20, 1956 9Sheets-Sheet 3 G. w. BELL March 14, 1939.

sUsPENsIoN OF AUTOMOBILES AND LIKE VEHICLES Filed April 20, 1936" 9Sheets-Sheet 4 [II/IIIIlV/II/IIIIj/[ I/IIIIIIIIIIIIIIIII/IA March 1939.G. w. BELL 2,150,576

SUSQENSION OF AUTOMOBILES AND LIKE VEHICLES Filed April 20, 1956 9Sheets-Sheet 5 enie G. W. BELL SUSPENSION 0F AUTOMOBILES AND LIKEVEHICLES March 14, 1939.

9 Sheets-Sheet 6 Filed April 20, 1936 Fig/6.

",lizverzfor March 14, 1939.

G. w. BELL SUSPENSION OF AUTOMOBILES AND LIKE VEHICLES Filed April 20,1936 9 Sheets-Shegt 7 9 Sheets-Sheet 8 I Grw. BELL Filed 'April 20, 1936SUSPENSION OF AUTOMOBILES AND LIKE-VEHICLES March 14, 1939.

March 14, 1939.

G. BELL SUSPENSION OF AUTOMOBILES AND LIKE VEHICLES 9 Sheets-Sheet 9Filed April 20, 1956 11m mam, M.

' UNITED STATES PATENT OFFICE SUSPENSION OF AUTOMOBILES AND LIKEVEHICLES George William Bell, Detroit, Mich. Application April 20, 1936,Serial No. 75,389 16 Claims. (01. 280-124) This invention relates toimprovements in the suspension for automobiles, buses, trucks, trailersand rail vehicles, and has for its object to improve the ridingqualities for passengers, reduce the road shocks for freight vehicles,and increase the pay-load by reduction of the tare weight of freightvehicle, by incorporating spring means having low frequency or highflexibility characteristics in combination with fluid means adapted tocompensate the displacement of the same due to variation in the staticload supported thereby, to maintain the frame or body of the vehicle atthe normal position of suspension relative to the wheels or ground.

Another object is, in the type of suspension assemblies having verticalwheel guiding means disposed in or adjacent to the plane of the wheel,

and having incorporated therewith elastic or spring means, to separatetherefrom the said spring means, and dispose the same on the axle orframe of the vehicle to facilitate the embodiment therein of thecharacteristics required and above referred to, thereby eliminatingdifliculties associated with limited available space in the conventionalwheel and provide means of transmitting the vertical motion of the wheelto the spring means and when required with variable ratio thereto, forall classes of vehicles.

Another object is, to. provide independent sprung Wheels, arranged tomaintain a constant wheel track when vertically displaced, in theinter-est of tire wear, and byreduction in the unsprung weight and theindependentaction of each wheel on the road, increase the generalefficiency pension due to changes in the static load being automaticallycompensated by fluid means.

Another object is, to apply individual compensating control means to thesuspension assembly 7 of the respective wheels, to maintain the frame orbody of the vehicle in its normal position of suspension, irrespective.of the disposition of the load on the vehicle relative to therespective wheels, or where a vehicle is equipped with four or morewheels adjacent to each other, as in a six wheel truck or bogie .of arail car, to equalize or difiuse by fluid means, the shocks from theroad to the associated wheel assemblies.

A further object is, to provide in the wheel guiding parts, snubbing ordash-pot action adapted to reduce or eliminate excessive rebound 5 orreaction of the said spring means, localizing such action thereto, andcushion the movement of the wheel assembly at the extremities of thelimited ambit of oscillations therein, due to action from roadinequalities. I Another object is, where air under pressure elasticallysupports the vehicle and load, to provide means associated with thesuspension as-- sembly, adapted to permit comparatively low air pressurebeing used, viz, the pressure associated with the conventional air brakesystems as applied to automobile equipment, thereby avoiding excessivewear and maintenance of the compressor.

Another object is, to automatically control the maximum braking pressureinadvertently applied to the wheels by the driver of the vehicle, whenthe latter is operated unloaded or with reduced loads relative to themaximum capacity thereof, to prevent looking or skidding of the wheelsand destruction of the tires.

A further object is, to provide acombination forming the suspensionassembly embodying the above characteristics and advantages, withrelative few parts having great stability and adapted to reduce stressesto the frame, and be applicable for installation on the conventionalchassis with standard wheels involving low cost and weight.

The respective cooperating parts or elements forming the combination ofthe suspension assembly, may operate or function in combination with oneor both forms of elastic media without departing from the ambit or scopeof the invention, viz, air or gaseous means, which may form both theelastic media as well as the fluid compensating means, or alternatively,the elastic media may be spring steel and cooperating liquid fluidcompensating means or it may be a combination of both; in any case thecombination of the parts or elements and their cooperation form- 45 ingthe suspension assembly, are substantially the same.

The high degree of flexibility of the springs under normal load' is oneof the main factors required for good riding qualities. To apply 5springs having these characteristics involves diflicult problems ofdesign, .particularly where the ratio of loaded weight to the tareweight of the vehicle is great, due mainly to the excessive springdisplacement betweenthese extreme conditions. There is the furtherproblem, if springs of the type referred to are applied to rail-carstock, of the buffer, bumper, and coupler heights to be maintainedwithin definite limits; in a lesser degree these limits also apply toautomobiles and trailers.

It is desirable therefore that with the adoption of this character ofspring that the frame or body of the vehicle be maintained as close aspossible at a predetermined position of suspension relative to thewheels when unloaded, and be maintained at this position irrespective ofvariations in the static load supported thereby, thereafter.

To apply spring means of higher flexibility than normally used, whetherthe elastic media be air or steel, requires greater space to accommodateeither 'the increased volume of air or the displacement of the steelspring, for this reason and the fact that wheel diameters have beenconsiderably reduced to meet the tire requirements, little space is leftavailable for brake parts and suspensio elastic media within the wheels.

To meet these conditions in the present invention, the wheel isvertically guided within or adjacent to its plane, and the elasticmediaof support, is disposed separate therefrom on the axle or frame ofthe vehicle, the vertical movements of the wheel assembly on the guidemeans being transmitted to the said elastic media with the leastpossible inertia or friction of the parts.

To cushion the wheel assembly at the limits of the availabledisplacement thereof, and dampen excessive spring reaction of the same,the guide pistons and cooperating cylinders are adapted to act as ashock absorber or snubber, confining the stresses due to these reactionsto the said as-.

supported, is compensated by fluid means, and

may be applied or incorporated with any conven-v tlonal fluid actuatingbrake system, and with slight modification may be applied tomechanically operated brakes. In the accompanying drawings illustratingthis control device, it is associated with conventional forms of air andliquid actuated brake systems.

The fluid used in the braking system may be the same as that used in thesuspension compensating means as hereafter illustrated in the followingdescription and drawings.

For the purpose of illustrating and describing my invention, referenceis herewith made more particularly to air suspension means of desiredhigh flexibility, using air under pressure as the compensating means toneutralize the spring displacement due to load changes, includingillustrations and descriptions of the modification of the elastic media,viz, helical springs of high flexibility and liquid fluid means adaptedto com pensate the spring displacement.

With these and other objects in view the invention consists in theconstruction and combi nation of parts as will be described hereafter.

In the accompanying drawings:

Fig. 1 is a plan view of an air suspension assembly applied tothe frontwheels of a bus or truck showing the wheel and brake drum in section,and the rest of the parts in elevation including a conventional type ofair brake chamber adapted to operate the brake shoes.

Fig. 2 is a vertical elevation taken at 22, Fig. 1, showing the guidepiston, cooperating cylinder, steering yoke, and side rail of the framein section, the stub axle; (without the wheel) and other parts inelevation.

Fig. 3 is a sideview of Fig. 1.

Fig. 4 is a'vertical transverse elevation of the rear axle anddifferential housing of a bus or truck, showing the stub axle, (withoutthe wheel) guide cylinder, connecting lever to air chamber, air controlmechanism and drive shaft to the wheel.

Fig. 5 is a plan View of Fig. 4, including a horizontal section throughthe inner of the wheels and brake parts mounted on the stub axle, therest of the respective parts being shown in elevation.

Fig. 6 is longitudinal view in elevation of Figs. 4 and 5, showing thestub axle,- (without the wheel) guide cylinder, air spring cylinder, andconnecting parts associated with the same including the air controlmechanism for the brake actuating parts. The brake drum and parts shown,belong to the wheel disposed on the opposite Side of the vehicle.

Fig. 7 is a vertical view of 28 at section line 'l--'| of the air springassembly shown in Fig. 1.

Fig. 8 is a sectional plan of the guide piston taken 'at' section line8-8 Fig. 4, showing the face of the horizontal flange of the cylinderand guide arms.

Fig. 9 is a vertical longitudinal section of the guide piston taken atsection line 99 Fig. 5, showing the cylinder and hollow guide armsengaging the piston support arms to constrain the cylinder in thehorizontal plane.

Fig. 10 is a diagrammatic plan showing the arrangement of theconnectionof the air supply to the suspension assemblies and brake parts,comprising, air compressor, air reservoir tank, air brake chambers, andcontrol valve mechanism for the respective assemblies.

Fig. 11 is a vertical sectional view taken at section line H--ll Fig. 1of the air control valve mechanism associated with the air suspensionspring,including the liquid damping device and the tube containing thespring assembly through which the valves are actuated.

Fig. 12 is a plan of Fig. 11.

Fig. 13 is a vertical view taken atsection line l3--l3 Fig. 1 of adiaphragm control valve adapted to regulate the brake pressure.

Fig. 14 is a transverse vertical sectional view of a front wheel for abus or truck, mounted on a stub axle showing the steering yoke, guidepiston and cylinder in section, and the axle, helical suspension springsand liquid compensating chamber with liquid control valve mechanism inelevation. I

I Fig. 15 is a plan (without the wheel) of the parts shown in Fig. 14.

Fig. 16 is a vertical section at I6-l6 Fig. 15 of the spring and liquidcompensating chamber means.

Fig. 17 is a side elevation of Fig. 15.

Fig. 18 is a vertical sectional and elevational view at section linel8--| 8 Fig. 19 of the helical spring suspension associated with liquidcomthe rear compensating means of the suspension assemblies and,thebrake aEtuating means.

Fig. 21 is a transverse view in elevation of Figs.

18 and 19.

Fig. 22 is a longitudinal view of twin axles applied to a bus, truck, ortrailer frame, showing the disposition of helical spring suspensionassemblies and the conduit connecting the compensating,

tached to the side-rail 2. to supporting the said device forms an airreserchambers of the same.

Fig. 23 is a plan of Fig. 21. Referring to Figs. 1, 2, and 3 whichillustrate an air suspension assembly associated with the front wheeland axle of a bus or truck, a tubular axle l is rigidly secured to theside-rail 2 of the frame by the bracket 3. Each end of the axle lterminates with the flange 4 towhich a second flange 5, integral with ahorizontally extending piston guide arm 6, supports at its outer end anupright piston l and a lower piston 8 integral with each other disposedin the vertical plane of the wheel. Cylinders 9 and II! are adapted toengage respectively with the said pistons and be secured to each otherby the flanges II and I2 and bolts 83.

The cylinders and wheel msembly associated therewith, reciprocate on thesaid pistons and form therewith dash-pots or snubbing means at theextremities of their travel thereon 'by compression of air ordisplacement of liquid. To free the movement of the axle in the centralzone of displacement, conduit l3a formed in the wall of the cylinders 9and Ill provide free communication between the latter, until one port ofthe conduit is cut ofi by the movement of the piston therein, which thencompresses the remaining air disposed between the ends of the cylindersand pistons to cushion the parts; the cylinders 9 and I are guidedagainst horizontal rotation thereon by the inwardly extending hollow arml4 attached thereto, being in sliding engagement with the piston guidearm 5. The opening in the arm M is arranged to accommodate the verticalmovement of the arm 6 therein. A cover plate I is provided and is insliding contact with the face of the arm 14 to exclude dust therefrom.

Engaging with and mounted on the cylinders 9 and I0, is a steering yokeit, having an outwardly'extending stub axle ll adapted to receive wheelbearings l8 and H! on which the hub 20 of the wheel 2i rotates. v

The yoke I6 is pivotally supported on the cylinders 9 and ill by abearing 22 disposed at the upper end of the cylinder 9 and securedthereto by the cap 23 which is attached to the yoke It by bolts 24, andby bearing 25 disposed around and between the end of the lower cylinderl0 and the cup 26 formed in the yoke l8, adapted to permit the said yoketo horizontally rotate the required degree for the purpose of steeringthe wheel mounted thereon. An arm 21 is attached to the lower end of theyoke l8 and provides means for the attachment of the cross steeringconnecting means and drag link associated with the steering partsdisposed on the. vehicle.

The air spring device is disposed separate from the wheel assembly onthe axle or frame of the vehicle. I

The air spring 28 is located at the outer end of a transversely disposedtube 29, rigidly at- This tube, in addition voir for any additionalvolume of air that may be required in the device to give the desiredrate of flexibility to the spring action.

"A black flange 290 in the center of the tube divides the tube into twoseparate chambers, one for each wheel assembly.

' The air spring cylinder 28 is the same in constructional detail asthat associated with the rear suspension assembly and is shown in detailin Figs. 1 and 7. The cylinder 28 is supported in the vertical plane bya projecting arm 30 having a flange 3| adapted to engage with a similarflange 32 of the tube 29 To transmit the reciprocating movement of thecylinders 9 and II] on the pistons I and 8, to the plunger 33, engagedin the air spring cylinder 28 cooperating members are providedcomprising, a lever 34 keyed to the shaft 35, rotatably mounted onbearings 36 and 31, secured to the sider-ail 2. The outer end of thelever 34 is provided with a roller 38 adapted to engage the top of thecylinder 9 and transmit the reciprocating motion of the latter to theoscillatory shaft 35. Similar levers 39, keyed to the shaft 35, areconnected at their outer ends with the crosshead 40 of the plunger 33,by the connecting links 4|.

To maintainthe plunger 33 airtight in the cylinder 28, suitable cupleather packing rings 42 (see Fig. 7) are provided and sealed in thecylinder by liquid 63. A tube 4 secured in the upper face of the plunger38 permits air communication between the space contained in the latterahd cylinder 28, to augment the tubular reservoir space if required. Thecrosshead part 88 closes the lower end of the plunger and is madeairtight therewith. A port 44a permits air communication with thereservoir 29 through the conduit 65.

Referringnow to the braking arrangement, a brake drum 46 of the usual'type is secured in the wheel 2! having associated therewith brake shoes41, pivotally supported'on bracket dla'Fig. 3 at the upper end of theyoke I6, and expanded by a rotatable cam 48 supported in a sleeve d9attached to the lower end of the yoke l6 against the action of the usualretraction springs, (the latter not shown in the drawings).

To operate the cam 88 and brake shoes, a conventional type of air brakeis here shown, having a diaphragm brake chamber 50 attached to the yokel6 and back plate 5| by bracket 50a; the plunger 52 is attached to thecrank 53 of the cam shaft 48a by links 54.

The arrangement for supply and control of air to and from the air springcylinder of the re- .spective suspension assemblies, and to the airbrake mechanism, is diagrammatically illustrated in Fig. 10, to whichreference is here made. A compressor 55, driven by the power means ofthe vehicle supplies air under pressure through conduits 56 to thereservoir tank 51. The operation of the compressor 55 is regulated tomaintain a constant pressure in the tank by the governor 58, the latteris in communication with the compressor and tank respectively byconduits 59 and 60.

Air is supplied to the air spring cylinder 28 from the tank 51 throughconduit 6|, control valve 62, and reservoir 29. Similarly, supply ismade to the rear wheels air spring cylinder 63 from the reservoir 51,through conduit 6|, control valve 64, and reservoir 65. The air controlvalves 62 and 64 are operated by the vertical movement of the wheelassemblies relative to the frame of thereby.

Air is supplied to the front brake chambers 58, and rear brake chambers66 from the tank 51,

through the brake control valve 6'3, operated by' the driver, byconduits 68 and 69 and diaphragm valves 18 and H, (see Fig. 13) thelatter valves being controlled by the air pressure in the respectivereservoirs 29 and 65 through conduits I3 and 13a. These valves form afeature of this invention.

Referring now to the construction .of the air control valves 62 and 88,Figs. 11 and .12 illustrate in section and elevation the detail of theinlet, outlet, and'damping mechanism with the spring actuating means.

The control valve comprises a body 14 having branches forming valvechambers 15 and I8 and openings 11 and 18 respectively. Threadedopenings l9 and 19a in the upper and lower branches permit introductionof the valves 88 and 8| in place, and their seats secured into the valvebody I4. Threaded caps 82 and 82a close and seal the said openings 79and 19a. from fluid leakage and also guide the valve spindles therein.The valves 88 and BI are normally maintained on their seats by thecompression springs 83 and 83a. The respective valve stems are extendedthrough the valve, seats or openings and provide means for lifting thevalves by means disposed within the body I8.

A lever 8 iis mounted on a. rotatable shaft 85, the latter pivotallysupported within the body I4 and adapted to pass through a fluidtightstuffing box 88 to the outside. One end 840. of the lever 84 is disposedbetween the ends of the respective valve spindles, the opposite endthereof is rotatably connected to the liquidtight reciprocating piston81, disposed in and cooperating with the cylinder 88; the latter issecured to the body 14 by threads 89 and made fluidtight therewith, thevalve assembly is attached to the axle or frame of the vehicle by meansof the flange 88a of'the piston 81 to the otherside, when the latter ismoved therein to retard the opening of the said valves 88 and 8I, anddampen out action on the same, arising from vibrations caused byobstruction on the road. The piston 81 is connected to the end of thelever 84 by the link 81b.

To rotate the shaft in either direction, an

arm 89 is keyed and secured thereto and is ro-.

tatably attached to the piston rod 981). This rod 98 is provided at itsopposite end with a shoulder or piston 9! adapted to freely reciprocateand oscillate within the tube 92. A screwed cap 93 closes one end of thetube through which the piston rod 98 passes, a similar cap 93acloses theopposite end thereof, and forms also means of rotatably attaching thetube 92 to the rocking lever 34 on the shaft 35.

Between the piston 9I and the said caps 93 and 93a, compression springs9Ia a nd 9% are provided and adapted to normallyrnaintain the piston 9Iin a central off or neutral position therebetween.

An opening 94, in the valve body 14 is provided to permit the air,supplied to or discharged from the valves 88 and8I to pass to or fromthe air spring cylinder 28.

Referring to the construction of the air brake control valves 18 and II,shown in detail and section in Fig. 13, the valve consists of a body 95having at its lower end a circular flanged disk 95a, adapted to form achamber therein 95b and receive and accommodate a flexible diaphragm 96,disposed between a flange 91a of a hollow cap '91 having an opening 13athereip, and a conduit I3 connected therewith in communication with theair spring cylinder 28. Bolts secure the flanges of the body, cap, andthe diaphragm 96, fluidtight to the body 95.

A valve spindle 98 is centrally attached to .the diaphragm 96 and madefluidtight therewith, and is fitted with and guided by a piston 99 insliding engagement withthe body 95. The valve I88 is integral with thespindle 98 and is arranged to engage with the valve seat I8I, insertedin the body 95 through the threaded opening I82. A threaded plug I83closes the opening I82 and forms guide means for the valve spindle 98and also means for adjusting the pressure exerted on the diaphragm 98 bythe .compression spring I84, disposed between the shoulder of the valveI88 and the face of the plug I83.

Air from the. reservoir tank 51 (Fig. 10), enters the valve body 95through conduit 69 and opening I85 and passes out through the openingI86 to the respective brake chambers 58 and 66,

and the diaphragm chamber 95b through opening 950 when the valve I88 isheld off its seat by the action of the pressure in the air springcylinder 28 on the diaphragm 98. A bracket 95d (see Fig. 1) engaging theflanges 95a and 9la provides means for securing the valve to the axle orframe.

Referring now to the operation of the above described equipment, whichapplies to the operation of each wheel assembly on the vehicle; it isassumed ,that the latter isstationary and empty of load and thesuspension spring cylinders are inflated by air under pressure from theair reservoir tank to that required to maintain the frame of the vehiclein its normal position of suspension relative to the wheels.

With the loading of the vehicle the frame therefore is lowered, theincrease of weight on the axle I forces the guide pistons I and 8 to thelower end of the cylinders 9 and I8, and the piston guide arm 6 willrest in the lower part of the arm I4.

The relative upward movement of the cylinders 9 and I8 therefore istransmitted to the lever 34, shaft 35, levers 39, connecting links 4|,and to the plunger 33 which is thereby forced into the cylinder 28against the pressure of air therein. This movement also raises the tube92 attached to the lever 94, and compresses the lower spring 9| btherein which; reacting on the piston 9|, against the yielding fluidresistance of the damping piston 81, the latter'in the cooperatingcylinder 88, causes the piston rod 98 to rise and shaft 85 to rotate,and the upper valve 88 to be raised against the air and spring pressurefrom its seat, by the arm 89, permitting air to flow from the reservoirtank 51 through conduit 6|,

the opening 'I'I, the valve 88, opening 94, and conduit GI, (see Figs. 2and 10) to the reservoir 29 and thence to the air spring cylinder 28.

When'sufficient pressure of air has entered cylinder 28 to raise theaxle Ito its normal position of suspension, and thereby permit the tube92 to assume its normal position, the pressure ex-,

- sition, this movement is transmitted to the tube 92 and compresseseither of the springs 9la. or 9th, which react on the piston 9|, butowing to liquid friction interposed by the piston 81 in the cooperatingcylinder 88, the movement is not effective in actuating the valves.Should the displacement persist over a period of time to allow the arm84 to move against the retarding friction, one of the valves will beoperated to permit the inflow or outflow of air. In this manner,vibrations arising from travelling over the road are .With this movementthe lever 34 and the tube 92 are forced down, compressing the upperspring 9; which reacts on the piston 9i and forces it downwards againstthe liquid frictional resistance of the said valve damping means, whichretards the movement of the shaft 85, to force the lower outlet valve 8|from its seat by the action 'of the arm 89, and permits air to escape tothe atmosphere from the cylinder 28 through opening 18. With thereduction of the air pressure in the latter and the lowering of theframe, the tube 92 rises to its normal position, and the pressureexercised on the piston 9| by the compression spring 9la is relaxed, andthe piston 9| is forced by the spring 9") to its or neutral position,permitting the valve 8| to close.

Referring now to the operation of the air brake control valves I0 andII, shown in Figs. 10 and 13; the function of this valve istoautomatically cut off excessive pressure of air that the driver mayinadvertently supply to the brake actuating devices when the vehicle ispartly or completely unloaded and thereby lock or skid the wheels; toaccomplish this, advantage is taken of utilizing the variation of airpressure inthe suspension chamber or chambers which is proportional tothe weight supported thereby, to control the maximum permissible airpressure to the brake mechanism under these circumstances. The chamber,91 being in communication with the air spring cylinder 28, the diaphragmis subjected to the same pressure therein, which normally holds thediaphragm 96 up against the stop and the valve I00 in the open position,permitting free flow of air to and from the brake chamber 50 with theoperation of the air brake control valve 61. v I

To regulate the maximum pressure exerted on the brake shoes to thedesired coefficient of cohesion between the tire and average roadconditions, .when the vehicle is unloaded, the pressure on the-springI04 acting on tfiediaphragm 96 is regulated by the screw plug I03, sothat when theair pressure is applied to the brakes, acting on the upperface of the diaphragm 96 to augment the said spring pressure, theybalance the air pressure on the opposite side of the diaphragm,additional pressure therefore forces the valve l 90 to its seat and cutsoff any further pressure being applied to the brakes, this pressure isthe maximum safe amount for the minimum load supported, viz, the tareweight of the vehicle. With the release of the pressure of air from thebrakes the valve I00 automatically opens.

As the load on the vehicle is increased the pressure of air in thechamber 91 and on the diaphragm 96 also increases, permitting acorresponding increase in the pressure to the brake chamber andtherefore to the brake shoes before the valve I00 cuts off the supply,until the maxi--v mum load is reached when the danger of excessivepressure supplied by the driver is removed. Referring now to Figs. 4 to9 inclusive, which illustrate the suspension assembly associated withthe rear driving wheels, axle and differential housing; the housing m1,is carried in this arrangement by the twin axle Ia disposedlongitudinally on each side of the drive shaft I08, although it may besupported otherwise, and is boltedto the side-rail 2 of the frame bybrackets 3 formed in the upper faces of the axles. At the outerend ofeach axle la caps lb engage with the non-rotatable piston guide arms 6aand are ders 9a and Illa are adapted to engage respectively with thesaid pistons and be secured to each other by flanges Ha and Fla andbolts I311. The cylinders andwheel assembly associated therewithreciprocate on the pistons and form therewith dash-pots or snubbingmeans at the extremities of their travel thereon, by compression of theair or displacement of liquid as described in reference to the frontwheel assembly. To free the movement of the axle in the central zone ofits activity, conduits l3b provide free communication arms 6a andaccommodate within the arms l4a the vertical movement of the latter,(Figs. 8 and 9). Cover plates l5a in sliding engagement with drive shaft18b. is adapted to concentrically pass )7 through the opening in thestub axle I'Ia, having at its outer end splines and cooperating flangemeans secured to the wheel hub 20a of a conventional form, (not shown inthe drawings) and having at its inner end a bearing Hi9, (Fig. 8)disposed in the cylinder arc We to support the shaft therein. Theoscillatory shaft Hi8 connects the stub drive shaft ma to the driveshaft in the differential housing It! through the universal joints Ill)and ill to which they are attached.

. The air spring 63 is located at the outer-end of the transverselydisposed tube 65 rigidly attached to the side-rail 2 ofthe frame. f Thistube is divided by a blank flange 650: (see Fig. 10) into a reservoirfor each rear wheel assembly.

The air spring cylinder 63 and cooperating parts are the same inconstruction and operation as that of the front wheel cylinders 28already fully described in connection with Fig. 7.

To transmit the movement of the cylinders 9a and it! on the pistons 7aand 8a, to the plunger 33, in engagement in the air spring cylinder 63,levers 34a are keyed to the shaft 3511, the latter being rotatablymounted on bearings 36a and 37a secured to the side-rail 2 of the frame.The outer end of the levers 3:311 are connected to the cylinder 9a bylinks 38a in oscillatory engagement with the lugs 9 b integral with thecylinder 5a, and transmit the motion of the latter to the oscillatoryshaft 35a. Similar levers 39a are also keyed to the shaft 35a, and areconnected at their outer ends with the crosshead 5B of the plunger 33,the latter in engagement with the air spring 63 by the connecting linksM, which transmits the oscillatory movement of the shaft 35a to thesame.

To maintain the plunger 33a airtight in the cylinder 63, cup leatherpacking rings 42 are provided and sealed with liquid 43, as alreadyshown and described in reference to the front wheel cylinder 28, (Fig.7).

Referring to the braking arrangement for the rear wheels; a brake drum88a is secured tothe wheel 2m, (Figs. 5 and 6) with engageable brakeshoes 41a pivotally supported by lugs secured to the upper end of thecylinder 8a. The lower end of the shoes engage with cams 48b attached toshafts 48a. The shafts are carried in the sleeves 49a secured to eachside of the cylinder Illa and rotated by cranks 53a. To'operate the camsand equalize the pressure on the shoes 41a 7 the brake chamber 66 isprovided with arod 68a attached thereto; and there is attached to thediaphragm a plunger 5241, the rod and plunger "each being supportedandximsliding engagement with the bracket 5 la. Owing to the chamber anddiaphragm assembly being floatingly supported betwee'nthe brake shoes Hawhen air is admitted to the chamber and diaphragm therein, throughflexible air hose 69a, the automatic control valve II and brake controlvalve 61 operated by the driver, the reaction of the pressuretherebetween rotates the shafts 8a with equal pressure to apply thebrake shoes.

Air is supplied to the air spring cylinder 63 from the tank 51, Fig. 10,through conduit 6|, control valve 64, and the reservoir 65. The aircontrol valve 64 is operated by the lever 34b, Fig. 4, through tube 92,springs Sla and Nb, piston rod 90b, arm 89, shaft 85, and the rockinglever 84 which actuates either the lower inlet valve 19 or the upperoutlet valve 80, Figs. 11 and 12.

. These valves are in the reversed positions comassemblies is the sameas that already described in reference to the front wheel assemblies.

Referring to Figs. 14 to 23, illustrating my invention in combinationwith a modified type of the elastic media use in the suspensionassembly, viz, helical steel springs of low frequency or highflexibility characteristics and liquid compensating means associated andcooperating therewith in lieu of air, and to the snubbing and brakeactuating means also operated by the same liquid medium.

Referring to Figs. 14, 15, and 16 which illustrate in vertical sectionelevational plan and side view of the frontwheel of a bus or truck, atubular axle l is rigidly secured to the side-rail 2 of the frame orbody of the vehicle by bracket 3. Each end of the axle i terminates withthe flange 5, to which a second flange 5 is attached integral with theoutwardly extending piston guide arm 6, and supports at its outer end anupper piston 1 and a lower piston 8 integral with each other andprovided with a vertical opening therethrough, in or adjacent to thevertical plane of the wheel. Cylinders 9 and I0 are adapted to engagewith the said pistons and be secured to each other by the flanges Ii andI2 and by bolts 43. The cylinders and wheelassembly associatedtherewith, reciprocate on the pistons and form liquid snubbing means todampen out excessive rebound and reaction of the springs, by the actionof the valve 8b disposed in the face of the lower piston 8 having a vent8c in the valve to regulate the degree of snubbing.

When a double acting snubber is required a similar valve lb is locatedin the upper face of the piston I having the required vent 1c. The spaceor chamber formed in the cylinders and pistons, is submerged in suitableliquid fluid through the filling and air bleeding opening Be. Theopening We in the lower cylinder l0 provides means of emptying thechamber.

In operation each valve permits free flow of liquid; in one direction bythe opening of the valve, and creates resistance when the-flow isreversed therethrough a'nd the valve seated as the liquid is then forcedthrough the vent. With the double acting type, (Fig. 14) the vents inthe respective valves are each adjusted to the conditions of impact andrebound of the assembly.

The cylinders 9 and w are constrained against horizontal rotation on thepistons, by the arm M in sliding engagement with the piston guide arm 6of the pistons 1' and 8 as described in reference to Figs. 1, 2 and 3.,

Engaging with and mounted on the cylinders 9 and I is a steering yokel6, having an outwardly extending stub axle l'i, adapted to receivewheel bearings. I 8 and I9, on which the hub 20 and wheel 2| revolves. Anut Ha secures the wheel endwise on the stub axle IT.

The yoke I6 is pivotally secured to the cylinders} and ill by bearing22, disposed at the upper end of the cylinder .8 and secured thereto bythe cap 23, which is attached to the yoke l6 by bolts 24, and by abearing 25 disposed around and between the end of the lower cylinder [0and a cup 26 formed in the yoke is, adapted to permit the said yoke tohorizontally rotate the required degree to steer the wheel mountedthereon. An arm 21 is attached to the lower end of the yoke l6 andprovides means for attachment of the cross steering connecting means anddrag link associated with the steering'parts on the vehicle.

The helical steel spring, supporting the load, is disposed separate fromthe wheel assembly and is placed on the axle or frame, arranged topermit the transfer of the vertical movement of the wheel assembly tothe spring means in ratio thereto depending on the characteristics ofthe latter.

In Figs. 14, 15, 16, and 1'7, the spring 28a is disposed and rests onthe lower face of the hollow plunger 33b, the latter in reciprocableengagement with the cylinder 28b, and forms therewith the compensatingchamber means.

The said assembly is supported by the bracket 3b attached to the axle Iby clamps 3c and to the side-rail 2 by bolts 3d. The lower face of theplunger 33b, (Fig. 16) is provided with cup leather packing ring orrings 42a adapted to maintain the plunger tight against the pressure ofthe liquid 43a which comprises the means for displacing the said plunger33b.

Totransmit the reciprocating movement of the cylinders 9 and I0 on thepistons I and 8,

. to the helical spring 28a, a lever 34 is pivotally supported on theshaft 35 carried by the pedestal 35a, supported and secured to thebracket 3b The outer end of the lever 34 is provided witha roller 38,adapted to engage with the top of the cylinder 9 and transmit thereciprocating motion of the latter to the spring 28a. The opposite endof the lever 34 is rotatably attached to a cap 280 which engages thespring 28a and transmits the .weight of the'vehicle and load and thevertical motion of'the wheel assembly thereto.

Referring tothe braking arrangement, a brake drum 46 is secured in thewheel 2|, having associated therewith brake shoes 41, pivot means 48csupported at the lower end of the yoke I6 and at the upper end thereof,adapted to b expanded by conventional hydraulic actuating -means, viz',a cylinder 50a attached to the yoke I6 and cooperating pistons 50b,(Fig. 15) engaging respectively the said brake shoes 41, having theusual retraction springs. Liquid under pressure is supplied to thecylinder 50a by the conduit 69a and the flexible hose 6% from the brakecontrol valve actuated by the driver,

The supply and control of liquid under pressure to and from thecompensating chamber formed in the cylinder of the respective suspensionas:-

of conventional type which permits the return of the liquid, when passedtherethrough to the reservoir 550, when there is no demand to supply thesuspension assemblies or brake i'nechanism.

Liquid under pressure is supplied to the spring compensating chambers28b of the front wheel .and to chambers 63a of the rear wheelassemblies, from the pump 5511, through conduits 6Ia,

control valves 62 and 64.- The discharged liquid therefrom passesthrough conduit (ill) to the pump reservoir 550.

The liquid control valves 82 and 64 are operated by the verticalmovement of the respective wheel assemblies.

Liquid under pressure is also supplied to the respective brake cylinders50a of the front wheel and to 66a. of the rear wheel assemblies from thepump 55a, through conduit 68a to the brake control valves 61a operatedby the driver, by conduits 69a to the diaphragm control valves 10 andII, and thence to the respective brake cylinders. The diaphragm chamberof the respective valves, (Fig. 13) is in communication with thecompensating chambers 28a and 63a by conduits l3.

The liquid control valves 52 and 64, and the actuating tube 92 withspring means, are the same in construction and operation to. thosealready described in reference to Figs. 11 and 12, with the exceptionthat liquid under pressure fills the body I4 completely as it passes toand from the com.- pensating chamber, and insures that the dampingcylinder 88 is automatically filled with liquid.

The brake automatic control valves 10 and II are the same as alreadydescribed in reference to Fig. 13, and operate by liquid pressure inlieu of air pressure.

Referring to Figs. 18, 19, and 21, which illustrate my invention incombination with steel helical springs and liquid compensating means, asapplied to the rear wheels of a truck or bus, the housing I01 issupported by the divided axle Ia disposed on each side of the driveshaft I08 and also supports the side-rail 2 of the frame to which it isattached by the bracket 3a. At the outer ends of the axles Ia, inwardlyextending lugs Ib are provided and receive outwardly extending pistonguide arms 6b which are keyed, and secured thereto by nuts 60. The endsof the outward extending arms 6b are tapered and adapted to engage withcentrally disposed lugs 0d, integral with the pistons Ia and 8a, anddetachably secured thereto by nuts iii.

The pistons la. and 8a are respectively disposed above and below theaxle or support means and are integral with each other.

The piston and cylinder assembly referred to cooperate to act as snubbermeans, to dampen excessive rebound or reaction of the springs and forthis purpose the pistons are provided with valves 8a and 82) at theirrespective ends.

A transverse opening 8f or passage through the center of pistons lb and8b is. provided through which the stub drive shaft I08a passes andaccommodates the vertical movements of the same. Cylinders 9a and I00.are adapted to engage respectively with the said pistons and be securedto each other by the flanges Ma and In and bolts I3. The cylinders areconstrained against horizontal movement on the said pistons by the armsIda attached thereto whichengage with the vertical faces of the pistonguide arms 6b and accommodate the vertical movement of the lattertherein. Cover plates I5 exclude dust from the openings in the arms Ma.

An outwardly extending hollow stub axle I'Ia with flange I'Ib engageswith the flange I0b integral with cylinders 90. and Ma.

Dual wheels shown in sectional plan (Fig. 19) are detachablysecured tothe hub 20, which is rotatably mounted on bearings I8ai and I9a on thestub axle Na and secured endwise thereon. A stub drive shaft I081; isadapted to pass through the opening in the stub axle Ila, and alsothrough the transverse opening in the pistons, and has at its outer enda flange I00b detachably secured to the hub 20a, and at its inner endsplines drive shaft are adapted to engage at their upper ends with theinner face of the plunger 33a, in reciprocable engagement with thecylinder 63a, and are secured to the axles la and side-rail 2 by thebracket 30 and bolted thereto.

-To transmit the reciprocating movement of the cylinders 9a and I00; onthe pistons la and 8a, to the plunger 33a, engaged with the helicalspring 63b, levers 34a disposed on each side of the drive shaft, arerotatably secured at their inner ends to the bracket 36a attached to theaxle la, and at their outer ends to cylinders 9a and Ilia by means oflinks 38a, pivotally secured to the studs I 38b in the flanges Ila andHe. The lower ends of the springs 63b rest in the cup brackets 35%attached respectively to each of the levers 34a.

Therefore all oscillatory movement of the cylinders on the guide pistonsis transmitted to and absorbed by the springs.

The plunger 33a is maintained liquid tight in the cylinder 63a in themanner already described.

Referring to the braking arrangement associated with the rear wheels, abrake drum 56a is secured to the wheel 2ia, (Fig. 19) and asso-' ciatedtherewith brake shoes 41a are pivotally attached to the lugs Mb integralwith the lower cylinder Illa, (Figs. 18 and 21) and at their upper endsare connected to pistons 66b disposed in the hydraulic cylinder 65a.Liquid pressure applied to the pistons forces the shoes to the brakedrum in the usual manner.

Liquid pressure is supplied to the hydraulic brake cylinders 66a fromthe driver'sbrake control valve 61a, through conduit 69a and automaticcontrol valvell the chamber 91, (Fig. 13) is in communication with thecompensating chamber 63a. by conduit 13. The lever 34b is an extensionof one of the levers 34a and actuates the liquid control valves by meansof the tube 92 and springs therein and the arm 89 of the valve assembly64, as heretofore described, (Figs. 11, 12 and 21).

Referring to the operation of the above described helical springsuspension assemblies; springs are disposed in the compensatingcylinders 28a and 63a so that the plungers 33a will be at theirinnermost position therein when supporting the tare weight of thevehicle alone. This is the normal static position of suspension of theframe relative to the wheel.

With the loading of the vehicle, the frame therefore is lowered relativeto the wheels, the movement, being of a permanent nature, sulficienttime'elapses to permit the spring pressure in the tube 92 to actuate andopen the inlet valves, allowing the liquid to flow under pressure fromthe pump source, to the respective compensating chambers. The increaseof pressure therein, jacks up the frame, body, and load, until thenormal position of suspension is reached, when the valves areautomatically closed. The liquid being substantially incompressible,provides compensation for the displacement of the springs due to theload applied. The springs, however, are free to absorb, within thelimits provided in the wheel assemblies, shocks from obstructions metwith on the road.

Due to the lag in the action of the liquid control valves, suchobstructional displacements do not actuate the valves.

Helical springs 63b disposed on each side of the.

reservoir of the pump to be again circulatedwhen required. With-theescape of liquid, the frame, body, and load, are lowered until theyreach the normal position of suspension when the liquid control valvesautomatically close, the vehicle remaining thereafter substantially inits normal position of suspension until the load is again changed.

The manner of operation of the control valves 62 and 64, and theautomatic brake control valves Ill and ii, by liquid instead of air isthe same. as described.

Figs. 22 and 23 illustrate the application of my invention to a trailertype of vehicle, having twin axles adjacent to each other andindependent sprung wheels; in the drawings tubular axles I c are eachrigidly secured to the side-rail 2 of the frame of the vehicle,bybrackets 3d. Each end of the respective axle terminates with a flange6 to which a second flange 5, integral with the horizontal extendingpiston guide arm 6 is attached and supports vertically at its outer endan upper piston 'l and a lower piston 8, integral with each other,disposed in or adjacent to the plane of the wheel and adapted to guidethe vertical movements of the wheel assembly thereon.

Cylinders 9 and ill engage respectively with the said pistons l and 8,and are secured to each other by flanges H and I2 and bolts l3.

The cylinders and wheel assembly associated therewith, reciprocate onthe pistons and cooperate to act as snubbing means, to dampen excesslverebound of the springs and cushion the assemblies at the extremities oftheir displacement thereon. The said cylinders are constrained in thehorizontal plane by arms H in sliding engagement with the piston guidearms 6. The plate l covers the opening therein and excludes dusttherefrom. I

An outwardly extending stub arm attached to the cylinders 9 and I0supports the rotatable wheel and brake assembly.

Helical springs 63a, disposed on each side of the axle ic, arerespectively in engagement at one endof the spring with the upper faceof the plunger 33b in the cylinder 63b, and at the other end thereofwith the bracket 34b attached to the ,lever 34a.

To transmit the reciprocating movement of the cylinders 9 and III on theguide pistons I and 8, to the plunger 33!), levers 34d are plvotallysecured to brackets 36a attached to the axle I0, and at their outer endsto the cylinders 9 and I0 by links 38d pivotally, secured thereto'bystuds 38a.

A conduit 63c connects the fluid compensating chambers of. the cylinders63, and is adapted to equalize the displacements and diffuse the shocksreceived from the road, which otherwise would be transmitted direct tothe frame. The conduit permits the liquid in the said chambers to freelypass-from one to the other, and thereby equalize the stresses of thewheel assemblies, with reduced inertia and friction of the parts.

Liquid is supplied from a pump on the tractor: or other pressure sourceto the cylinder 63b and when discharged therefrom is returned to the'power source, through control valve 64 and the .conduit Sla. One controlvalve regulates the pressure in both wheel assemblies adjacent to eachother on thesame side of the vehicle.

In the above specification and drawings, reference is made to thecylinder, of the suspension device being attached to the axle .or frameof the means for guiding the same on the axle in the vehicle, and thecooperating" plunger to the oscillatory movement of the wheel assembly;it will .be apparent that'under certain circumstances it 'I maysubstitute a diaphragm type of chamber,

when applied to light vehicles, viz, passenger cars, wherein the-ratioof tare weight" to the loaded weight is relatively small. In such anarrangement the compensating fluid unparticularly der pressure isappliedto one face of the diaphragm and the suspension spring means tothe other side thereof, suflicient movement of the diaphragm beingprovided to compensate for the spring displacement between the and themaximum load the vehicle may carry.

Referring to the means of regulating the sup ply and discharge of fluidto and from the suspension devices, I do not confine my invention to theparticular construction of the valve 'means and method of operating thesame as herein described and shown, but other means to'perform this endmay be adapted without departing from the scope of my invention.

The above described liquid brake actuating system associated 'with thesuspension assemblies, may be operated by manual effort in theconventional manner in lieu of power means herein referred to.

The helical type springs also associated with the above describedassemblies may be substituted by springs of a diiferent form and may belocated on the vehicle in different positions and be incorporated andoperate with compensating chamber means.

' Further, air or liquid or both, may be the fluid means incorporated inthe snubber or dash-pots formed by the guide pistons and cooperatingcylinder's forming part of the 'wheel assembly, without departing fromthe scope and ambit of my invention. Having thus described my invention,what I claim as new therein and desire to secure as Letters Patentis:-'-

1. In a suspension system for vehicles, in comblnation, a supportingaxle attached to the frame or body of the vehicle, a stub axle disposedat' the outer end of the supporting axle, a wheel ro- 'tatably mountedon the stub axle, means associated respectively with the stub axle andwheel assembly, and with the supporting a'xle, in cooperative engagementtherebetween, adapted to guide the wheel assembly in the vertical andhorizontal planes, spring means on the vehicle, comprising, a cylinderand cooperating plunger device forming .a chamber containing fluid=under pressure, elastic means in yielding engagement with the plunger tosupport the vehicle and load thereon,- means on the vehicle incooperative engagement respectively with the plunger and wheel assembly,to transmit the vertical displacements of the latter'to the elasticmeans, and

- means for regulating the pressure of fluidin the said chamber so thatthe pressure of the fluid therein'is always'proportional toany givenload on the vehicle.

2. In a suspension system for vehicles, 'in combinatlon; a supportingaxle attached to the frame or secured to the outer end-thereof, a;cylinder in cooperative engagement therewith including tare weight" ofthe .vehiq'le,,an upright guide piston,

horizontal plane, ,an outwardly extending axle supported by the cylindermeans, a wheel rotatably mounted thereon, spring means on the vehicle,comprising, a, cylinder and cooperating plunger device, forming achamberv containing fluid under pressure, elastic means in. yieldingengagement with ,the plunger to support the vehicle and load thereon,members, supported on the sprung part of the vehicle, in cooperativeengagement respectively with the plunger and wheel assembly, to transmitthe vertical displacements s; of the latter to the elastic means, andmeans,

operated by the the wheel assembly, to automatically regulate H thepressure of fluid in the said chamber so that ,the pressure of fluidtherein is always proporsaid vertical displacements of tional to anygiven load on the vehicle.

' 3. In a suspension system for vehicles, in combination, a supportingaxle attached to theframe 1 or body of the vehiclefa. stub axle disposedat the outer end of the supporting axle, a wheel rotatably mounted onthe stub axle, means, associated respectively with the stub axle andwheel assem-' bly, and with the supporting axle, in cooperativeengagement therebetween, adapted to guide the wheel assembly in thevertical and horizontal planes, spring means on the vehicle, comprising,

' of the latter to the elastic means, and means,

operated by the said vertical movement of the wheel assembly, toautomatically regulate the pressure of fluid in the said chamber so thatthe pressureof fluid therein is always proportional to any given load onthe vehicle, including means for damping the action of the regulatingmeans so that onlychanges in the static load on the vehicle operates theregulating means.

4. In a suspension system for vehicles, in combination, a supportingaxle attached to the frame or body of the vehicle, an upright guidepiston secured to the outer end thereof, a cylinder. in cooperatingengagementtherewith, having means adapted toconstrain zontal plane, anoutwardly extending stubaxle supported by the cylinder, a wheelrotatably mounted thereon, a fluid cushioning device acting as a vehiclespring, comprising, a cylinder and cooperating plunger forming a chambercontaining air under pressure, in yielding engagement with the plungerto support the vehicle and the cylinder in the horid load thereon,members, supported on the sprung td increase .vehicle, including meansfor damping the action 1 of the valves,

- 5. In a suspension system for vehicles, comprising, in combination, tothe frame or body of the vehicle,

a supporting axle attachedi an upright guideflpiston secured to theouter end thereof,

a cylinder in cooperative engagement therewith, having means adapted toconstrain the cylinder in the horizontal plane,

fluid contained in and means on the vehicle arranged to transmit thevertical movement of the wheel assembly to the spring means.

6. In a suspension system for vehicles, in combination, a supportingaxle attached to' the frame or body of the vehicle, an upright guidepiston secured to the outer end thereof, a cylinder in cooperativeengagement therewith, including means for guiding the same on the axlein the horizontal plane, an outwardly extending stub axle supported bythe cylinder means, a wheel rotatably mounted thereon, spring means onthe vehicle, comprising, a cylinder and cooperating plunger device,forming a chamber containing fluid under pressure, elastic means, inyielding engagement with the plunger, to support the vehicle and loadthereon, means, in cooperative engagement respectively with the plungerand wheel assembly, to transmit' the vertical displacements of thelatter to the elastic means, comprising,- levers, attached to anoscillatory shaft supported on the vehicle, arranged to providedifferent ratio of displacement therebetween, and means for regulatingthe pressure of the fluid in the said chamber so that the pressure offluid therein is always proportional to any given load on the vehicle.

7. A suspension system for vehicles, in combination, a supporting axleattached to the frame or body of the vehicle, an outwardly extendingstub axle disposed at the outer, end of the supporting axle, a wheelrotatably mounted on the stub axle, means associated respectively withthe stub axle and wheel assembly, and with the supporting axles, incooperative engagement therebetween, adapted to guide and constrain thestub axle and wheel assembly in the vertical and horizontal planes, afluid cushioning device, acting as a vehicle spring, comprising, acylinder and cooperating plunger, forming a chamber containing air underpressure in yielding engagement with the plunger to support the vehicleand load, thereon, a tubular member, adapted to strengthen the frame orbody of the vehicle and form an air reservoir in communication with thesaid chamber, to augment the volume of air therein to provide therequired spring rate, means supported on the vehicle, in cooperativeengagement respectively with theplunger and wheel assembly, to transmitthe vertical displacement of the latter to the air cushion in thedevice, and means for regulating the pressure of fluid in the saidchamber so that the pressure of fluid therein is always proportional toany given load on the vehicle.

8. In a suspension system for vehicles, in combination, a supportingaxle attached to the frame or body of the vehicle, a stub axle disposedat the outer end of the supporting axle, a wheel rotatably mounted onthe stub axle, means adapted to guide the wheel assembly in the 1vertical and horizontal planes, means on the vehicle and load on thewheel assembly, means for regulating the pressure of fluid in said chamher so that the pressure of fluid therein'is-always proportional to anygiven load on .the vehicle,

and means to permit the saidpressure in the chamber to automaticallycontrol the,actuatlng fluid pressure ,in the brake system, when thevehicle is partly or completely unloaded, to prevent the locking andskidding of the vidieel. I

9. In a suspension system for vehicles, in combination, a supportingaxle attached to the'frame or body of the vehicle, a stub axledisposedat the outer end of the supporting axle, a wheel rotatably mounted onthe stub axle, means as,-

sociated respectively with the stub axle andwheel elastic means, inyielding engagement with the plunger to support the vehicle and load.thereon,

means on the vehicle, in cooperative engagement respectively with theplunger and wheel assembly, to transmit the vertical displacements tothe elastic means, means for regulating the pressure of fluid in thesaid chamber sothat the pressure of fluid therein is always proportional'to any given load on the vehicle, and means adapted to permit the saidpressure in the chamber to automatically control the actuating fluidpressure in the brake system, when the vehicle is'partly or completelyunloaded, to prevent locking and skidding of the Whee1, comprislng, avalve body, a diaphragm forming on one side therewith a chamber subjectto the fluid pressure in the chamber of the spring device, and on theopposite side exposed to the brake actuating fluid pressure in theconduit of the brake system, a

valve, operated by the diaphragm to open and close the said conduit,aspring, in engagement with and acting on the diaphragm in the directionto close the valve, and means for adjusting the pressure of the springto regulate the ratio of fluid pressure respectively acting on each sideof the diaphragm.

10. In a suspension system for vehicles, comprising, in combination, asupporting axle attached to the frame or body of the vehicle, anoutwardly extending stub axle disposed at the outer end ofthe'supportin'g axle, a wheel rotatably mounted on the stub axle, meansadapted to guide and constrain the stub axle and wheel assembly in thevertical and horizontal planes, means onthe vehicle, comprising, acylinder and cooperative plunger device, forming a chamber containingliquid under pressure, steel spring means, in engagement with theplunger to support the vehicle and load thereon, means, on the vehicle,adapted to transmit the vertical displacements of the wheel assembly tothe spring means and plunger of the device, and means operated by thevertical movement of the wheel assembly, to automatically regulate thepressure of liquid in the said chamber so that the pressure of liquid'therein is always proportional to any given load on the vehicle. I I

11. Inga suspension system for vehicles, in combination, a supportingaxle attached to the frame l or body of the vehicle, an upright guidepiston secured to the outer end thereof, a cylinder in cooperativeengagement therewith having means adapted to constrain the cylinder'inthe horizontal plane, anoutwardly extending stub axle supported by thecylinder, a wheel rotatably mounted thereon, spring means on thevehicle, comprising, a cylinder and cooperating plunger device forming achamber containing liquid under pressure, s eel spring means, inyielding engagement with the plunger to support the vehicle and loadthereon, means on the vehicle adapted to transmit the vertical motion ofthe wheel assembly to the spring means, a pump, driven from a powersource, conduit means, to supply liquid under pressure from the pump tothe chamber of the device, and means to return discharged liquidtherefrom to the-pump, and means, operated by the vertical movement ofthewheel assembly to automatically regulate the.

therewith having means adapted to guide and constrain the cylinder inthe horizontal plane, liquid contained in and between the cylinder andguide piston, conduit means through the guide pistonconnecting theupper-and lower parts of the cylinder, and means for regulating the flowof liquid therethrough to snub and cushion the rebound of the wheelassembly, a stub axle supported by the cylinder, 9. wheel rotatablymounted thereon, spring means disposed on the vehicle to, support thevehicle and load, and means on the vehicle, arranged to transmit theload and vertical displacements of thev wheel assembly to the springmeans.

13. In a suspension system for vehicles, in combination, a supportingaxle attached to the frame or body of the vehicle, a stub axle disposedat the outer end of the supporting axle, a wheel rotatably mountedthereon. means associated respectively with the stub axle and wheelassembly, and the supporting axle in cooperative engagementtherebetween, adapted to guide the wheel assembly in the vertical andhorizontal planes, spring means on the vehicle, comprising, a cylinderand cooperating plunger device forminga .means,' a

chamberlcontaining fluid under pressure, elastic means, in yieldingengagement with the plunger, to support the vehicle and load thereon,means on the vehicle, adapted to transmit the vertical motion ji of thewheel assembly to the elastic ump driven from a power source, arrangedto supply liquid under pressure to the chamber of .the spring means andto the liquid actuated brake system, including means for returning theescaped liquid therefrom to the pump, means for regulating the pressureof liquid in the chamber of the device so that the pressure of liquidtherein is always proportional to any given load on the vehicle, amanually operated control valve to apply, and release pressure to thebrake system, including means adapted to permit the pressure in thechamber of the device -to automaticallycontrol and limit the actuatingpressure in the brakesystem when the vehicle ,is partially or completelyunloaded.- 70 four or more wheels adjacent to each other 14. In asuspension system for vehicles, having forming a group adapted tojointly support part of the frame and load thereof, in combination,

' suspension means respectively associated with a supportin axle ateachwheel, comprising,

tached to the frame or body of the vehicle, a stub axle disposed at theouter end of the supporting axle, a wheel rotatably, mounted on the stubaxle, means associated respectively with the stub axle and wheelassembly and the supp rting axle, in cooperative engagementtherebetween, adapted to guide the ,wheel assembly in the vertical andhorizontal planes,'spring means,

comprising, a cylinder and cooperating plunger device, forming a chambercontaining fluid under pressure, elastic means in yielding engagementwith the plunger to support .the vehicle and load thereon, conduitmeans, arranged to connect the said chambers of the associated devicesof the adjacent wheels, to permit free' flow of fluid therebetween, toequalize the pressure therein. 'and diffuse the shocks, means on thevehicle,

in cooperative engagement respectively with the plunger and wheelassembly, to transmit the vertical displacements of the latter to theelastic means, and means for regulating the pressure of the fluid in thesaid chambers of the devicescr that the pressure of the fluid therein isalways proportional to any given load on the vehicle.

15. In a suspension system for vehicles, in combination, a supportingaxle attached to the frame or body of the vehicle, a stub axle disposedat the outer end of the supporting axle, a wheel rotatably mounted onthe stub axle, means adapted to guide the wheel assembly in the verticaland horizontal planes, means on the vehicle, comprising, a cylinder andcooperating plunger device, forming a chamber containing fluid underpressure,

gagement respectively with the plunger and wheel assem ly, to transmitthe vertical displacements of the latter to the elastic means, and meansfor regulating the fluid pressure in the chamber so that the pressure offluid therein is always proportional to any given load on the vehicle,comprising, a fluid inlet and outlet valve, actuating means adapted toopen said valves, normally maintained closed by spring means, a tube andcooperating piston and rod in reciprocable engagement respectivelyattached to a part of the wheel assembly and the actuating means, springmeans disposed on each side of the piston betweenthe latter and the endsof the tube, and means attached to the actuating means for damping theaction of the valves.

16. In a suspension system for vehicles, in combination, a supportingaxle attached to the frame or body of the vehicle, a stub axle disposedat -plunger and wheel assembly, to transmit the vertical displacementsof the latter to the elastic means, andmeans for regulating the fluidpressure in the chamber so that the pressure of fluid therein is alwaysproportional. to any given load on the vehicle, comprising, a fluidinlet and outlet valve, actuating means adapted to open said valves,normally maintained closed by spring means, a tube and cooperatingpiston and rod in reciprocable engagement, respectively attached toelastic means in yielding engagement

